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LIBRARY 


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CENTRAL  PACIFIC  RAILROAD 


CALIFOBNIA. 


REPORT 


OF 


'     II 


GEORGE  E.  GRAY, 

LATE    CHIEF    ENGINEER   OF    THE    N.   Y.   CENTML  It.  R. 

DPOX 

THE    CONSTRUCTEI)    ROAD 

ANT) 

THE    LOCATED    ROUTE, 

MADE 
JXJL^SZ-    31,    1865. 


BOCKER    &    CO.,    PRINTERS,    92    J    STREET. 

1  ^  r,  5. 


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!   J 


CENTRAL  PACIFIC  RAILROAD 


CALIFORNIA. 


REPOUT 


OF 


GEORGE  E.  (^RAY, 

LATE   CHIEF   ENGINEER   OF   THE   N.   Y.  CENTRAL  R.  R. 

UPON 

THE    CONSTRUGTEE)    ROAO 


AND 

THE    LOCATED    ROUTE, 

MADE 

JTJIiTT    31,    1865- 


SACRAMENTO: 

H.  S.  CROCKER  &  CO.,  PRINTERS,  92  J  STREET, 
1865. 


Digitized  by  the  Internet  Archive 

in  2007  with  funding  from 

Microsoft  Corporation 


http://www.archive.org/details/centralpacificraOOgrayrich 


BANCROFT 
^BRARY 


Office  of  the  Central  Pacific  R.  R.  Co. 
OF  California, 

Sacramento,  July  10,  1865. 

Mr.  Geo.  E.  Gray — 

Late  Chief  Engineer  of  the  iV^.  Y.  Central  R.  R.  : 

Dear  Sir  :  This  Company  is  now  actively  engaged  in  the 
construction  of  a  Railroad  over  the  Sierra  Nevadas,  one  of  the 
highest  mountain  ranges,  traversed  by  any  railroad,  on  this 
Continent.  The  work  is  one  of  great  magnitude,  and  National 
importance,  and  wo  desire  to  obtain  the  benefit  of  your  views, 
in  relation  to  the  best  mode  of  prosecuting  the  work,  as  your 
long  experience  as  a  Railroad  Engineer,  acquired  as  Chief 
Engineer  of  the  New  York  Central,  as  well  as  other  roads,  will 
render  your  opinion  of  great  value  to  us.  We  wish,  therefore, 
you  would  make  a  thorough  and  careful  examination  and  in- 
spection of  the  work  already  completed,  and  the  line  as  located 
and  in  process  of  location  by  our  Engineers,  and  favor  us  with 
your  views  thereon. 

Yours,  most  respectfully, 

L BLAND  STANFORD, 

Pres't  C.  P.  R.  R.  Co. 


San  Francisco,  July  31st,  1865 
Hon.  Lelanb  Stanford — 

President  of  the  Central  Pacific  R.  B.  Co.  of  California : 

Sir  :  In  compliance  with  your  request,  I  have  made  an  exam- 
ination and  inspection  of  the  Central  Pacific  Eailroad  of  Cali- 
fornia, commencing  at  the  city  of  Sacramento,  thence  to  Clipper 
Gap,  which  includes  that  portion  of  the  Eoad  now  in  successful 
operation,  and  from  Clipper  Gap  to  lUinoistown,  which  includes 
the  portion  in  course  of  construction.  I  have  also  carefully 
examined  the  line  as  located  from  lUinoistown  [since  called 
Colfax]  to  the  mining  town  of  Dutch  Flat. 

From  Dutch  Flat,  the  end  of  the  finally  located  portion  of  the 
line,  1  have  traversed  and  fully  examined  the  route  as  recently 
surveyed  by  your  Company  via.  the  Donner  Pass,  over  the 
Sierra  Nevada  Mountains  to  the  Truckee  River,  on  the  Eastern 
slope  of  the  Sierras,  thence  through  the  canon  to  Crystal  Peak, 
a  distance  of  about  thirty-six  miles  from  the  summit  at  the 
Donner  Pass. 

That  portion  of  the  Railroad  constructed  and  in  operation 
from  the  city  of  Sacramento  to  Clipper  Gap,  a  distance  of  48 
miles,  and  which  attains  an  elevation  of  1,785  feet  above  the 
sea,  will  compare  most  favorably  in  every  respect  with  any  rail- 
road in  the  United  States.  The  road  bed  and  mechanical  struc- 
tures are  well  constructed,  ample  provision  being  made  for 
drainage,  the  cross  ties  are  of  redwood,  and  the  whole  laid  with 
a  rail  of  60  lb  weight  per  yard,  and  set  in  wrought  iron  chairs. 
The  locomotives,  cars  and  machinery  are  all  of  the  first  quality 
and  of  the  best  material,  and  are  maintained  in  good  order. 

The  grading,  etc.,  from  Clipper  Gap  to  lUinoistown  is  pro- 


BANCROFT 
LIBRARY 


6 

grossing  rapidly,  a  force  of  3,000  to  4,000*  men,  with  a  suitable 
proportion  of  carts  and  teams,  being  employed  thereon.  I 
should  think  this  section  could  be  ready  for  traffic  by  the  first 
of  October  next.f 

Fi'om  Illinoifetown  the  line  is  finally  located,  fully  prepared 
for  the  work  of  grading,  to  the  town  of  Dutch  Flat,  a  distance 
of  14  miles,  and  68  miles  from  the  city  of  Sacramento.  After 
carefully  reviewing  this  portion  of  the  route,  I  am  sure  the  lino 
of  location  has  been  well  selected,  keeping  in  view  the  elevation 
to  be  ultimately  attained  at  the  summit  of  the  mountains,  and 
the  distance  within  which  it  is  to  be  overcome. 

The  line  from  Sacramento  to  Dutch  Flat,  in  general,  is  located 
and  constructed  on  the  route  surveyed  by  the  late  T.  D.  Judah, 
Esq.  From  the  latter  place  to  the  summit  of  the  Donner  Pass, 
another  survey  and  examination  has  recently  been  made  by 
your  Acting  Chief  Engineer,  S.  S.  Montague,  Esq.,  on  a  different 
route  from  that  taken  by  Mr.  Judah.  Mr.  Judah's  line  ran  from 
Dutch  Flat,  up  the  Bear  Eiver  valley,  thence  to  the  South  Yuba, 
and  thence  up  the  valley  of  the  Yuba  to  the  summit  of  the 
Donner  Pass,  encountering  some  very  heavy  work,  including 
ten  tunnels,  of  an  aggregate  length  of  7,740  feet,  averaging  774 
feet  each,  with  heavy  grades,  and  failing  to  attain  sufficient  ele- 
vation to  make  the  work  easy. 

Mr.  Montague  leaves  Mr.  Judah's  line  a  short  distance  above 
Dutch  Flat,  thence  diverging  to  the  right  and  crossing  the 
dividing  ridge  to  the  North  Fork  of  the  American  Kiver,  thence 
along  the  slopes  of  the  hills  to  Caiion  Creek,  thence  up  Canon 
Creek  to  the  divide  between  that  creek  and  Bear  Valley,  at  what 
is  called  Emigrant  Gap,  thence  along  the  slopes  of  the  hill  sides 
of  Bear  Yalley  and  the  Yuba  Bottoms  to  Crystal  Lake,  thence 
up  the  South  Yuba  to  the  summit  of  Donner  Pass. 

I  did  not  pass  over  all  of  Mr.  Judah's  line  through  Bear  Val- 
ley, but  from  a  comparison  of  his  maps  and  profiles,  and  a  per- 
sonal examination  of  the  line  surveyed  by  Mr.  Montague,  I  have 
no  hesitation  in  pronouncing  the  latter  decidedly  preferable  in 
all  respects;  it  being  more  economical  of  construction,  including 
only  six  tunnels,  of  the  aggregate  of  but  2,350  feet,  and  averag- 


*  Since  increased  to  about  5,000.     f  It  was  completed  September  1st. 


i 


ing  less  than  400  feet  each.  Besides,  no  loss  of  elevation  is  suf- 
fered, the  grades  are  no  heavier,  and  the  line  is  shorter  by  about 
5,000  feet  between  Dutch  Flat  and  Crystal  Lake,  a  distance  of 
about  22i^  miles. 

From  Crystal  Lake  to  Summit  Valley,  and  thence  to  the 
Summit  at  Donner  Pass,  the  grades  by  the  new  line  will  be 
much  less  than  the  maximum,  far  less  than  on  Mr.  Judah's,  aiid 
without  any  loss  of  distance,  or  requiring  a  tunnel  of  more  than 
1,350  feet  at  the  Summit. 

From  Donner  Pass,  or  the  Summit,  I  followed  Mr.  Judah's 
line  (the  only  one  as  yet  run),  to  the  junction  of  Donner  Creek, 
the  outlet  of  Donner  Lake,  with  the  Truckee  River,  a  distance 
of  11 J  miles.  This  line,  from  the  Summit  to  the  Truckee  Elver, 
after  passing  a  distance  of  about  two  miles  of  heavy  work, 
around  the  face  of  the  Donner  Peak,  is  quite  easy  of  construc- 
tion, the  descent  being  made  all  the  way  with  a  regular  grade 
of  105  feet  per  mile,  and  without  encountering  any  very  formi- 
dable obstacles. 

The  recent  surveys  down  the  Truckee  River,  from  the  mouth 
of  Donner  Creek,  through  the  canon  where  the  river  pierces  tJie 
Eastern  range  of  the  Sierra  Nevadas,  have  developed  an  excel- 
lent line,  with  light  grades,  all  descending  eastwardly,  and  ccm- 
paratively  easy  of  construction. 

The  ease  with  which  this  Eastern  range  is  passed  by  your 
route  is  one  of  its  most  important  features.  In  addition  to  VoS 
other  advantages,  it  enables  you  to  pass  rapidly  out  of  the  snow 
belt,  and  with  a  shorter  snow  line  than  could  otherwise  be  at- 
tained. That  portion  of  the  line  along  the  Truckee  River  will 
be  comparatively  free  from  snow,  and  by  properly  constructing 
your  road  over  the  mountains  the  snow  will  not  form  any  insu- 
perable difficulty  in  operating  it. 

The  suggestion  made  in  your  recent  annual  report  respecting 
the  construction  of  that  portion  of  your  road  lying  along  the 
Truckee  River,  from  Donner  Lake  to  the  Big  Bend,  in  advance 
of  a  completed  line  over  the  Summit,  I  deem  an  important  one. 
It  can  be  built  within  twelve  months,  and  be  profitably  operated 
in  connection  with  the  Virginia  and  Truckee  River  Railroad  in 
Nevada,  while  the  more  difficult  portion  of  your  mountain  line 


8 

is  progressing.  Tiie  increased  cost  of  constructing  this  portion, 
in  advance  of  a  completed  line  over  the  mountains,  will  bo  more 
than  compensated  by  the  advantages  which  it  will  secure.  A 
temporary  track  along  the  present  wagon  road,  from  the  head 
of  Donner  Lake  to  the  Truckee  Eiver,  in  connection  with  the 
permanent  road  down  the  Truckee  Eiver,  can  be  laid  without 
costing  much  if  any  more  than  the  track  laying,  as  the  present 
grade  of  the  wagon  road  is  uniformly  level,  and  the  alignment 
good.  This  would  reduce  the  wagon  and  stage  transportation 
six  miles. 

The  survey  made  by  Mr.  Judah  demonstrated  the  fact  that  a 
feasible  route  for  a  railroad  could  be  obtained  through  the 
Donner  Pass,  and  the  recent  more  thorough  examinations  have 
shown  that  his  line  can  be  improved  ujDon  in  many  particulars, 
in  alignment,  in  elevations,  and  in  cost  of  construction. 

In  view  of  the  developments  made  by  receent  surveys,  it 
seems  important  that  they  should  be  continued  as  rapidly  as 
possible,  and  I  am  sure  that  many  of  the  apparently  difficult 
and  expensive  points  can  be  avoided  or  materially  reduced,  if 
sufficient  time  is  given  to  secure  better  lines. 

From  the  examinations  I  have  made,  having  traveled  the 
entire  distance  on  horseback  or  on  foot,  I  feel  confident  that 
your  Eailroad  can  be  constructed  over  the  Sierra  !N"evada8,  with 
the  laboring  force  you  will  probably  be  able  to  command  in 
California,  within  two  years  from  next  Spring,  and  at  a  cost  not 
exceeding  the  mountain  work  on  the  Baltimore  &  Ohio,  Penn- 
sylvania Central,  New  York  &  Erie,  and  Hudson  Eiver  Eail- 
roads.  In  fact,  it  is  quite  a  remarkable  feature  of  your  route, 
that  so  elevated  a  mountain  range  can  be  surmounted  with  such 
comparatively  light  grades  and  curves,  and  at  a  cost  which  will 
favorably  compare  with  other  important  railroads,  long  in  suc- 
cessful operation. 

I  am,  very  respectfully  yours,  etc., 

'  GEO.  E.  GEAY, 

Civil  Engineer. 
ft 


